Ship construction.



A. McDOUGALL.

SHIP CONSTRUCTION.

APPLICATION FILED mac. 22. max

1 259;54@ Patented Mar. 19, 1918.

- 2 SHEETS-SHEET '1.

45 \l g R J un m L ,0 I /5 A;

IN VENTOR.

ATTORNEY;

A. McDOUGALL.

SHIP CONSTRUCTION. APPLICATION FILED DEC.2'2. Isms.

Patented Mar. 19, 1918.

1259,549' 2 sn ETS-SHEET 2.

wwyg w BY ALEXANDER MCDOUGALL, 0F DULUTH, MINNESOTA.

SHIP CONSTRUCTION.

Specification of Letters Iatent.

Patented Mar. 19, 1918.

Application filed December 22, 1916. Serial No. 138,333.

To all whom it may concern.

Be it known that I, ALEXANDER Mo DOUGALL, a citizen. of the United States, residing at Duluth, in the county of St. Louis and State of Minnesota, have invented certain new and useful Improvements in Ship Construction, of which the following is a specification, reference being had therein to the accompanying drawing. v

My present invention consists of certain new and useful improvement in the construction of metal ships and relates particularly to that form known as combination seagoing and canal boats wherein it is desirable at times to have the hull of the vessel as free as possible of superstructure and again at times requiring all the superstructures intact on deck as stanchly as possible to successfully resist the elements and afford suitable means for open sea navigation. The invention further resides in the novel method of manipulating the portable portions of the structure and their convertibility as hereinafter'fully described and claimed.

One object of the invention is to produce a ship of this character embodying a form of structure which provides ample safety for the crew when being used in restricted waters such as canals or the like and obliged to pass under low bridges.

7 Another object is to form such a vessel having the greatest carrying capacity possible in combination with the advantages of high hatch coamings for keeping waves off.

Another object is that of reducing to a minimum the parts of superstructure necessary to house within the hull of the vessel when being converted into a canaler.

Another object'is to provide means of protection for the portable hoisting mechanism on the deck of the vessel. and obviate the necessity of removing same to the hold, and which mechanism affords the most advantageous device possible for moving freight between the vessel and adjacent railroad tracks or the like.

Another object is simplicity and strength of structure.

Still other objects, and advantages will appear in the further description of the device. 1 Referring now to the accompanying draw ings forming part of this application and in which like reference numerals indicate like parts:

Figure 1 i a midship cross sectional view of my improved form of ships hull.

Fig. 2 is a plan view of a fragmental portion of the upper deck framing of the hull.

Fig. 3 is an enlarged cross sectional view of a fragmental portion of the upper deck framing illustrating in detail the fore and aft hatch trunk.

Fig. 4 is a plan view of a steam vessel built in accordance with my improved form and method of construction moored adjacent a wharf, for loading or unloading.

Fig. 5 is a side elevation of 'a steam vessel embodying my invention and fully mantled for open sea navigation.

Fig. 6 is a similar view of the same vessel completely dismantled for canal navigation.

Fig. 7 is a view similar to Fig. 5 of a tow barge, and A Fig. 8 is a similar view to Fig. 6 but of the tow barge illustrated in Fig. 7.

In the construction of my improved form of hull, I prefer to utilize as large a proportion as possible of channel bars and as great a proportion as possible of other material just as its comes from the mills. With this and other objects in view the form of the hull of the vessel is substantially rectangular in cross section throughout the major portion thereof, and all superstructures made principally of right angular form. 1l represent the side frames of the hull. The bottom framing is formed of a fabricated truss construction comprising parallel horizontal channel bars 2 and 3 united by any desired number of short vertical channels 4 intermediate their ends and at their extreme outer ends by the side frames 11. 5 represents intermediatebeams which may be used as deck beams or not, as preferred, and 6 represents the uppermost deck beams of the hull. Upon the upper deck beams 6 is built a raised hatch trunk extending the full length of the cargo hold of the vessel in which the hatches occur and to a predetermined distance beyond same at both ends thereof. This'trunk comprises channel deck beams 7,-supported at their ends upon suitable upright channels or angles 8-8 properly secured to the deck beam 6 and in the center of the vessel upon the stanchions 9, bei ng fastened thereto by suitable fore and aft angles 10 and which stanchions occur intermediate of two ,adjacent'channel beams. The stanchions 9 may be of fabricated construction or of suitable single bars as pre-' ferred. Fore and aft plates 11 are fixed to .the out'ermost. edges of the angles '8 forming the side Walls of the trunk and similar plates indicated at 12 and 13, Fig.4,rone

the ends of the trunk. 14c constitutes- .the

- deck of the hull,.is straight froinstem 'toster'n of the hull and is substantiallyflat.

Suitable. connection between the main deck 14 and the side walls 11 is afforded by fore and :aft angles 15 Similar angles 16am securely riveted to the upper I edge .cf the "side wall forming a projecting ledge or:

fi ange' along the upper, edgejof jthe trunk Fandtop-which is securely fastened the deck. "plates 17 which permanently cover the trunk intermediate the hatches and the upper, edge ef thefsi'de walls, 11- and the ends of the angles ,18,at the hatches. 1As. a convenient arrangement and a most; practical embodiment of 'myinvention, I illustratethis-elegrated trunk as being approximately twothirds of the entire width of the. VBS SQIlJiJ IQl from two to three feet in height, as desired. I This, proportion Will give ample room for Ymanipulation of the portable Qhoists indicated at 18 mounted upon low ofhatch coa'rning and cover being known to theart andapreviously patented,byn1e.-- f: a'g uide-tothe hatch. covers,. during their manipulation, I provide a plurality of giipstanding stub bolts or rivets 2l securely fastenedto, the projecting flanges of the side vwalls of thetrunk. a I qztThistrunk not only actsas an element fofsafety tfor the vdeck of the vessel b-ut greatly increases the longitudinal strength thereof as well as materially increasing the rry c p cit he u 11 Within-the ll of theivessel and longitud n ly th ce h reo cont uou bulkhead 22,,git extending vertically from nn r be tem 23., wh h, e ts,v..uponth can 1 in erme i te be m airtim at blnbei chaenelehars-l illpaaei her side 0 fanclesldly s red to the meagre el flee-r be m mt e u derside-19 22 are plurality of upright channel bars.

2a, they being preferably in pairs, one upon each side of the bulkhead and opposite each other. Angles 2525 are placed longitudinally in the corner formed between the channels 24 andfithefloor 23 to form a secure bond therebetween. The upper end of the channels 24: are flush with the upper edge of the bulkhead 22 and a channel 26 is inverted longitudinally thereupon, forming a .smoothacap or cover for the upper edge of the bulkhead and the channels 2 L Thls smooth covermg s essential in the suc .cessful. manipulation of "cargo. to and from the lower hold during raising and lowering of same, orthe handling of the various kinds? of buckets V or grappling A devices known in-the art and is also essential for a secure and convenient attachment to the in termediate thwartship beams 5for supporting same, and ,which aregrivetedthereto.

Beneath, each. section of; the elevated deck 17 on the trunk between the batches and adequately supporting same are a suitable number of stanchions 9, they havingthetwo fore and aft angles 10 l0 uniting them, with the channels 7 as before explained and also united in any desired manner, orvby direct engagement, with the deck beams 6 as at QZ. There may be any desired number of these stanchions, but one for each-section ofthe elevated deck 17 is considered sufficient tion which extends entirely across the. hull of the ship ,andthusdirectly connects the opposite side frames 11, howeventwo 101' more beamsmaybe thus extended if so desired and as before stated the number. of

stanchions increased. A clear space is defsirable within the trunk. to prov de ample room for manipulation v of the cargo and; to

offer as little obstruction as possible, the angles -10 10 providing; ample support for the foreand aft edges of-the deck -l7 ,,"lhe

lower end of the stanchions 9 rest upon the b ack e .chan l 2 nd astene hereto by suitable anglefclips 28, preferably one'uponeachside thereof. 5. At the extremeforward and;-a.fte r ends of the hatch trunk, a somewhat similar trunk construction .is continued as at 29 nd 0- Th s 33 5 1 r Preferably reduced somewhat in width to that zof the trunk proper and are not decked over other then h I ht ede reb e ithei fliee of forminga portion of the superstructures br deck housesat eithera end of 'thevessel, as they are designed to form a portion thereof, lt is howevereobvious th'at they being a continuation of the hatch trunk add th lrngtlir itherss s nrt eesw b t -st a er eeds-b es, t e-ideal houses are made of sectional or knock-down c eeaereti nin iieh iale e nete,therartie heretoforrp j by 311 Th' x f there being but one deck beam 6 at each secessential to this invention other than the fact that they becomea cooperative part of the extensions 29 and 30 and are erected directly thereupon when the ship is fully mantled. When knocked down practically all of the sectional portions of the houses may be stowed away in and along side of the ex tensions29 and 30 and such larger portions of the sea-going equipment, as for instance the smoke stack, pilot house, and life boats, may be stowed away in the hull of the vessel and for which purpose the portable hoists 18 are brought into use. These hoists may also be stowed away in back of the after corners of the main trunk and adjacent the extension 30 while passing under bridges or may there be securely lashed while at sea. The hoists are mounted upon smooth fiat wheels which may be slid or rolled by hand to any desired position on deck.

A bulkhead 31 constructed in any desired manner and in direct verticalline with the bulkhead 22 is placed intermediate the bottom of the hull and the floor 23 and other similar fore and aft bulkheads between thecenter and the side walls of the hull may be employed as desired. The floor 23 is in practice frequently referred to as the tank top.

From the foregoing it is evident that when being navigated upon restricted waters and obliged to pass under bridges, the mooring and manipulating elements, such as bollards, capstans and the like, remain at all times intact as they do not extend above the hatch trunk and will thus greatly facilitate the handling of the vessel. In the case of the tow barge, the deck houses or superstructures would be considerably smaller than those of the. steamer and it is quite possible might be lifted in their entirety from the extensions 29 and 30 of the hatch trunk and stowed in the hold. 7

The object of the bulkhead 22 extending but a portion of the depth of the hull other than for the purpose of strength, is to prevent injurious wash of ballast water when used within -the hold, as while I have shown the vessel provided with water compartments between the bottom of the vessel and the deck 23, that is, space sufficiently large fol-ordinary water ballast purposes, yet it may frequently happen in canals or the like that this space is insufficient for the proper submersion of the vessel and that water in the hold would have to be resorted to.

Again it is quite possible that the water ballast compartments may be employed for fuel oil storage at a time when it is desired to lower the vessel in the water and at which time, water in the hold would be resorted to, when the necessity of having a fore and aft bulkhead therein becomes obvious.

Having thus described my invention what I claim and desire to secure by Letters Patent, is:

1. The combination with a ships hull substantially rectangular in cross section, having an inner bottom or tank top therein and thwartship beams intermediate the tank top and the uppermost deck beams, of a fore and aft bulkhead extending from the tank top to the underside-of the thwartship beams, stanchions intermediate the thwartship beams, resting upon the bulkhead and extending upwardly above the uppermost deck beams, and a continuous elevated hatch trunk extending the full length of the cargo hold of the ship, supported at its sides upon the uppermost deck beams and at its center upon the stanchions.

2. In a ships hull of substantially rectangular shape in cross section, having a double bottom and intermediate 'thwartship beams therein, a central bulkhead extending from the inner bottom to the under side of the beams and securely attached thereto,

stanchions resting upon and attached to the' bulkhead intermediate the beams, and supporting the uppermost deck of the hull and a continuous elevated hatch trunk extending longitudinally the entire length of the cargo hold of the hull.

3. The combination with a ships hull having a continuous elevated hatch trunk thereupon and a double bottom therein, of a central support comprising, in combination, a water tight bulkhead resting upon the 1nner bottom and stanchions resting upon the bulkhead and supporting the center of the hatch trunk.

4:. The combination with a ships hull substantially rectangular in cross section, having a continuous elevated hatch trunk thereupon and a double bottom therein, of a central support comprising a bulkhead and supporting stanchions and which support extends from the inner bottom up to and sup ports the central portion of the hatch trunk.

5. The combination with a ships hull substantially rectangular in cross section, having a continuous elevated hatch trunk thereupon, a double bottom and intermediate thwartship beams therein, of a continuous central bulkhead resting upon the inner bottom, channel iron stanchions upon each side of the bulkhead and supporting same, an inverted channel upon the upper edge of the bulkhead, covering the ends of the channels and attached thereto, the intermediate thwartship beams resting upon the inverted channel, and stanchions resting upon the invcrted channel and securely attached thereto intermediate the thwartship beams and supporting upon their uppermost ends the center of the hatch trunk.

6. In a ship hull ubstantially rectangular shape in cross section, a double bottom passing intermediate the stanchions and supported thereupon by fore and aft angles fastened to the stanchions and the beams, and a continuous fore and aft hatch trunk supported upon the deck beams at the sides thereof by short upright stanchions and side plate and-in the centerby the bulkhead stanchion, substantially as shown and described. 7

7. A rectangular shaped ship hull framing composed substantially wholly of channel iron bars, comprlsing a double set of bars united in such amanner as to form a strong deep fabricated floor frame, channel bars fastened to the ends of the floor frame and extending upwardly forming the side frames of the hull, upper deck frames fastened to the upper ends of the side frames only a portion of the deck frames extending entirely across the hull, a hatch trunk frame extending upwardly from the ends of the short deck frames, and spanned intermediate the hatches by deck frames, intermediate long deck frames between the side frames and dividing the hold of the hull into substantially two equal parts vertically, a central fabricated bulkhead extending from the floor frames to the intermediate deck frames and supporting same, and tanchiom extendingfrom the upper edge of the bulkhead to the deck frames of the trunk and'supporting 7 same.

e 8. In aships hull of substantially rectanular shape in crOSs section, having a double bottom and intermediate thwartship beams therein, a central bulkhead extending from the inner bottom to the under side of the beam and securely attached thereto and stanchions resting upon and attached to the bulkhead intermediate the beams and supporting the uppermost deck of'the hull.

9. The combination with a ships hull having upper deck beams and a double bottom therein, of a central longitudinal support comprising in combination, a watertight bulkhead resting upon the inner-bottom and stanchiong resting upon the bulk head and supporting the upper deckbeams.

10. In a ships hull having upper thwartship deck beams, intermediate thwartship deck beams and a. double bottom therein, a

central. bulkheadextending from the inner bottom to the under side of the intermediate deck beams and securely attached thereto and stanchions resting upon and attached tothe bulkhead and supporting the upper deck beams of the'hull. V

In testimony whereof I hereunto affix my s g at r in the presence of two witnesses.

Witnesses S. GEO. STEVENS, A. C. DUNN.

Copies of'this patent may be obtained for five cents each, by addressing the Commissioner .of .Patents',

Washington, D. C. 

